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F. J. CHAPSAL AND A. L. E. SAILLOT. REGULATING DEVICE FOR THE AIRDISCHARGE IN COMPRESSED MR BRAKES- APPLICATION men MAR. a, 1915. 1 ,309,612 Patented July 15, 1919.

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REGULATING DEVICE FOR THE AIR DISCHARGE IN COMPRESSED AIR BRAKES.APPLICATION FILED MAR. 3| I915.

Patented July 15, 1919.

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F. J. CHAPSAL AND A. L. E. SAILLOT. REGULATING DEVICE FOR THE AIRDISCHARGE IN COMPRESSED AIR BRAKES.

APPLICATION FILED MAR.3.19I5.

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F. J. CHAPSAL AND A. L. E. SAILLOT.

REGULATING DEVICE FOR THE AIR DISCHARGE m COMPRESSED AIR BRAKES.

APPLICATION FILED MAR. 3.1915.

Patented July 15, 1919.

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F. J. CHAPSAL AND A. L. E. SAILLOT.

REGULATING DEVICE FOR THE AIR DISCHARGE IN COMPRESSED AIR BRAKES.

APPLICATION FILED MAR. 3. I9l5.

1 ,309 ,6 1 2, Patented July 15, 1919.

5 SHEETS-SHEET 5.

24 I I W five/230w TDIB COLUMBIA PLANUORAPH cu., WASHINGTON. n. c.

UNITE STATES PATENT OFFICE.

FRANQOIS JULES CHAPSAL, OF PARIS, AND ALFRED LOUIS EMILE SAILLOT, OF LAG-ARENNE-COLOMBES, FRANCE.

REGULATING DEVICE FOR THE AIR-DISCHARGE IN COMPRESSED-AIR BRAKES.

Specification of Letters Patent.

Patented July 15, 1919.

Application filed March 3, 1915. Serial No. 11,821.

To all whom it may concern.

Be it known that we, FRANgoIs JULEs Crrarsan, citizen of the FrenchRepublic, residing at Paris, Seine, and ALFRED Louis EMILE SAILLOI,citizen of the French Republic, residing at La Garenne-Colombcs, Seine,France, have invented certain new and useful Improvements in RegulatingDevices for the Air-Discharge in Compressed- Air Brakes; and we dohereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to whichit appertains to make and use the same.

This invention relates to a regulating device for the compressed airdischarged from the auxiliary reservoir to the brake cylinder of thevehicles of long trains. The regulating device hereinafter described isinterposed between the control valve and the brake cylinder and iscontrolled by the air in the train pipe in such a manner that thedischarge from the auxiliary reservoir into the brake cylinder takesplace through an outlet of suitable and normal section when thedepression of air pressure in the train pipe is less than apredetermined value, but through a small passage when the depression inthe conduit is greater than this predetermined value.

We will describe with reference to the accompanying drawings, aconstruction in accordance with this invention, but we do not limitourselves to the precise construction described and illustrated. Thesame references wherever repeated indicate the same parts.

Figures 1 and 2 are an elevation, partly in section, and a sectionalelevation, and show by way of example, the application of a regulatingdevice to an air brake with control valve provided With an interrupterof the rapid action.

This regulating device is controlled, during the time of the rapidaction, by the air in the train-pipe which escapes by the acceleratingor rapid action valve when it is raised, air being only discharged intothe atmosphere after having acted on the piston of the regulating deviceto bring it from the position shown in Fig. 1 to the position shown inFig. 2.

Figs. 3 and 4 show in section and in elevation, partly in section, amodification of the regulating device controlled by the air in thetrain-pipe in such a manner that the piston which is maintained by aloaded spring, in the position shown in Fig. 3, only comes into theposition shown in. mg. 4 when the depression in the train-pipe hasattained a predetermined value, equal, for instance, to thatcorresponding to the rapid action in the above-mentioned case.

Figs. 5 and 6 show a modification of the regulating device illustratedin Figs. 3 and 4, in which the piston can occupy, between the twoextreme positions, a series of intermediate positions so as to controlthe restriction of the discharge passage leading to the brake cylinder,in relation to the value of the depression produced in the conduit.

Fig. 7 is a vertical section of a still further modified form ofregulating device.

Fig. 7 is a diagrannnatie illustration showing the application of theregulating valve of Figs. 1 and 2 to an existing apparatus.

Fig. 8 is a diagram showing the application of the regulating valve ofFigs. 3 to 6 to an existing apparatus.

Referring to Figs. 1, 2 and 7, 1 is the body of the regulator having anopening A which is connected by the pipes 18, 19 with the auxiliaryreservoir 30 through the distributor 20, and C is an opening which isconnected by the pipe 21 with the brake cylinder 22. P designates apiston having a double cupped leather-packing, the body of the pistonbeing arranged to slide in a sleeve Q disposed in the body 1. B is anopening which is connected by the pipe 23 with the air exhaust of thetrain pipe 24 of the automatic interrupter of the rapid action.

2 designates an exhaust duct which allows the air from the train pipe toescape to the atmosphere, this duct passing through the body of theregulator and the sleeve Q. R is a loaded spring adapted to raise thepiston into the position illustrated in Fig. 1 when there is no pressureon the upper face of the piston, that is to say, afterthe closure of theinterrupter valve and consequent stopping of the rapid action. Theorifices 3 and 4 have a normal section, and establish communicationbetween the openings A and C. The opening A is connected to theauxiliary reservoir 30-and the opening C to the brake cylinder 22. 5 isa circular channel formed in the piston P and adapted to place theorifices 3 and 4 in communication. 7, 8, 9 and 10 are passages having arestricted section which are utilized instead of the orifices 3 and 4when the piston is in the position illustrated in Fig. 1.

The operating conditions of the device are as follows During the firstperiod of braking, when the rapid action valve device is operative, ifthe pressure in the train pipe 24 is reduced so as to apply the brakespartially or fully, the air in the train pipe 24 discharged by the saidautomatic interrupter 20 acts on the piston P, Fig. 1, to move it intothe position shown in Fig. 2 and escapes to the at mosphere through thepassages 2, until the rapid action device becomes inoperative. Duringthis period, the auxiliary reservoir 30 is in connection with the brakecylinder 22 by the outlet passages 3 and 4, but when the depression inthe train pipe, predetermined for limiting the operation of the rapidaction valve device, is reached by the closing of the interrupter Valve,the air inlet to the piston P is closed and the said piston takes theposition shown in Fig. 1 under the action of the spring R and remains inthis position during the subsequent braking effected from the driversvalve until the maximum braking.

The first braking efiected during the period of operation of the rapidaction valve, which corresponds to nearly one-fifth of the maximumbraking, takes place without retardation of the inlet of air into thebrake'cylinder 22 and. applies the brake throughout the whole length ofthe train; thereafter, further application ofthe brakes is retarded, soas to limit, to a given value, the maximum difference in the braking atboth ends of the train. Full or partial release of the brakes takesplace on refilling the train-pipe 24. V The brake cylinder 22 dischargesair into the atmosphere only through the contracted passages 9, 10, and7, 8 as the piston P remains in the position shown in Fig. 1. Thegraduation in release is thus rendered very easy, where a brake systemhaving means for effecting su'chgraduation is employed.

The device illustrated in Figs. 3, 4, 5 and 8 difiers from thatillustrated in Figs. 1 and 2, owing to the fact that the train pipe 24is not placed in communication With the atmosphere by the piston P. Thepassage of the air from the opening A to the opening C is effectedthrough a conduit placing these orifices in communication with the spaceD in the interior of the piston. The position and connections of thisvalve to the other parts of the usual apparatus is shown in Fig. 8.

As before, P is thepiston provided with two cupped leathers, whichpiston acts like a piston-slide-valve; B is an opening connected to thetrain-pipe 24 by the pipe 25. R is a spring maintaining the piston P inthe position shown in Figs. 3 and 5, when the depression, due to theoperation of the rapid action valve 20 produced in the trainpipe, isless than a predetermined value. Referring more particularly to Fig. 3,3 and 4 are openings which, in the position shown,

connect the openings A and C, with the orifices 11 and 12 and space D inthe interior of the piston P.

5-6-7-8 are restricted passages which replace the openings 3 and 4 inthe position shown in Fig. 4, that is to say, when the depression in thetrain-pipe 24 exceeds the predetermined value, hereinbefore mentioned. I

The operating conditions of the device shown in Figs. 8, 4, 5 and 8 areas; follows When the pressure in the train pipe 24 is reduced so as toapply the brakes fully or partially, theair flows from the auxiliaryreservoir 30 into the brake cylinder 22 by the openings 3, 11, the spaceD and theoutlets 12, 4 until the pressure in the train pipe is less thanthe predetermined value, the spring R is then compressed and therestricted passages 5, 6, 7 and 8 replace the openings 3, 11, 12 and 4and this continues until the maximum braking. The braking thus checkeduntil full braking takes place, as hereinbefore stated. Full or partialrelease takes place on refilling the trainpipe 24' and the brakecylinder 22 discharges the air into the atmosphere through the outlets7, 8 and 5, 6 only when the piston P. is in the position shown in Fig.4. The graduation of the braking is thus rendered very easy with aprolonged brakingduring release. 7

When the pressure in the train pipe 24 becomes higher than that existingin the train pipe when the spring R was compressed, the piston P is thenraised and the end of the release is efiected through the passages 3 and4.

Fig. 5 shows a modification ofthe regulating device just described. 7

As before, A is an opening connected t the auxiliary reservoir 30through the distributer 20-.

C is a duct in connection with the brake cylinder 22, b the pipe 21.

The piston P is connected with a valve 11 which slides in a sleeve Qformed with a number of openings, 13, 14, 15 and 1(5. The opening A isconnected, through passages 17 with the upper face of the piston P, thisspace communicating with the interior I) of the sleeve Q; the space Ebetween the sleeve Q and the body 1 ot the regulator is incommunicationivith the brake cylinder 22 by the outlet O and pipe 21.

The operating conditions of this device are as follows lVhen thepressure in the train-pipe 2-l is reduced so as to apply the brakeswholly or partially, the air is delivered from the auxiliary reservoir30 first through the passages 13, 14, 15 and 16, and when the depressionin the train-pipe 24: is increased, and the piston P, with the slidevalve 1), has moved downwardly so as to close successively the passages13, 14, 15 before the pisston P comes to the end of its stroke, whichposition corresponds to a fixed value of the depression in the.train-pipe, the air is then delivered through the passage 16, which isthe only passage then connecting the auxiliary reservoir 30 with thebrake cylinder 22.

The cross-section of the air passage from the auxiliary reservoir 30 tothe brake cylinder 22 is thus caused tovary as an inverse ratio to thedepression in the trainpipe 24 until the minimum section of the passage16 corresponds to a predetermined value of the depression in thetrain'pipe. It results, therefore, in long trains, provided with a brakehaving an automatic interrupter of the rapid action, as described in theaforesaid specification, that a sudden depression in the train-pipe, dueto the actuation of the drivers valve, reduces to a minimum, thecross-section of the air passage leading to the brake cylinders, on thevehicle in the foremost part of the train, While the filling of thebrake cylinders of the vehicles in the rear part takes place, at firstthrough the larger passages during the period in which the rapid actionvalve is operative, and this takes place before the braking. The advancein the braking for the vehicles in the rear part operates to prevent thecompression of the couplings and to maintain them stretched until thetrain stops.

On full or partial release of the brakes, the train-pipe must berefilled gradually, the smaller passages being then utilized for the airdischarge to the atmosphere from the brake cylinder, this beingmaintained on the whole length of the train until the pressure becomeshigher than the pressure which displaces the piston P at the end of itsstroke by the predetermined value of the depression. The releasing isthus restrained until that time, which renders the graduation very easywith a regulated braking for the release.

In Fig. 5 we also show in section, by way of example, a valve S, and inFig. 6, an enlarged view thereof, which valve, when in the positionshown in Fig. (3. places the triple valve directly in connection withthe brake cylinder to permit of the inclusion of vehicles in passengertrains, the ellect of the regulating device being thus suppressed.

The regulating device of the air discharge shown in Fig. 7, comprises asmall piston P held by a spring R and receiving upon its under face, theair of the train pipe which enters the device through the port D, andupon its upper face, the air which flows from the distributer or triplevalve, that is to say, from the auxiliary reservoir to the brakecylinder. The port E is connected to the distributer or triple valve andthe port F is connected to the brake cylinder.

The piston rod P acts as a cylindrical slide valve upon the air supply.In the position shown in the figure, the air flows through the port E,the orifice O, the upper chamber S of piston P, the channel (l drilledin the rod P, the orifice h and the duct F. One part of the air flowsdirectly through the contracted orifice W, then flows around the rod andgoes through the duct F to the brake cylinder.

On Fig. 7, the way 0 (l h is open to the air, but if, during thebraking, the reduction in the conduit is sullicient so that the pressureof the conduit falls under the pres sure of the auxiliary receiver by anamount higher than the tension of the spring R, the piston P isdisplaced to the end of its stroke. The duct h, obstructed by the ringguide of the rod, then cuts off the passage of air going to the brakecylinders through the way 0 (Z h, and the passage takes place onlythrough the small contracted orifice V, the result being a slowrefilling of the cylinder.

If the reduction in the conduit is very sudden, the pressure difference.between the auxiliary receiver and the conduit for which the apparatusis regulated, is reached very quickly. If the reduction in the conduitis slow, this difference is only reached very slowly. The result is thatduring a sudden stop, the filling channel of the brake cylinders in thefirst vehicles is contracted immediately, while, in the last vehicles,it is only the case when the brake cylinders are filled with a maximumpressure.

Olaim In an air brake system, which includes a triple valve, a brakecylinder and an auxiliary reservoir, a regulating device interposedbetween the triple valve and the brake cylinder, said regulating devicecomprising a sliding piston controlled by pressure of the air in thetrain pipe, resilient means for controlling the movement of the pistonwhereby the passage of the air from the auxiliary reservoir to the brakecylinder is controlled, the resilient means being such that the size ofthe passage from the auxiliary reservoir to the brake cylinder remainsconstant When the pressure in the train pipe is above a predeterminedvalue, and that the size of the passage is reduced when the pressure inthe train pipe is les than said predetermined value. 7 In testimonywhereof We affix our signatures, in presence of tWo'Witnesses.

FRANQOIS JULES CHAPSAL. ALFRED LOUIS EMILE SAILLO'l. Witnesses:

HENRI COHEN, DE W ITT G. Pooms, Jr.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents. Washington, D. 0.

